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1200 100kW 75kWh Van Driver Auto
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By Jonathan Crouch
Want to know just how far mid-sized vans have come in the last few years? You'll get a real feel for that at the wheel of this one. Citroen's third generation Dispatch is comfortable to drive, practical to use and supremely efficient to run, plus offers some clever equipment options. Your right hand van? Quite possibly. Let's check the 2016-2024-era versions of this MK3 model out as a used buy.
Medium-sized van (1.5, 2.0 diesel/Full-Electric)
Citroen is a major player in the UK van market, but in recent years, the brand has primarily been known in commercial circles for either fairly small vans or very large ones. Launched in 2016, this third generation Dispatch model was a mid-sized design that aimed to change things in that regard. This MK3 model was produced as part of a design collaboration that claimed to have brought us what its makers reckoned was the only model in this class that was really new from the ground up. They were referring to the fact that back in 2016, if you looked beneath the skin of direct segment rivals like Renault's Trafic, Ford's Transit Custom and Volkswagen's Transporter, you'd have found that structurally, all borrowed from an awful lot of older generation technology. In contrast, this Dispatch model, like its initial design stablemates the Peugeot Expert and the Toyota Proace, was built around the then-PSA Group's lighter, stiffer and more modern 'EMP2' 'Efficient Modular Platform'. We were told at launch that we'd be able to feel the difference that made on the road and it was certainly evidenced on the spec sheet, with a kerb weight that saw this design weigh up to 150kgs less than its predecessor and up to 300kgs less than some of its direct rivals. It all sounded quite promising, especially since the proposition was backed up by safety technology, media connectivity and running cost returns that seemed difficult to beat. The resulting recipe though, would still be of limited interest to likely business buyers if this Dispatch couldn't match its competitors in terms of the size and weight of the cargo it could carry. Operators with longer memories might remember that the original MK1 Dispatch model of 1995 struggled in this regard, sized rather awkwardly between the compact and mid-sized van segments. The second generation version of 2006 was much better though, progress further underlined at the launch of this MK3 model in 2016 by its class-leading maximum payload capability of around 1.4-tonnes. This LCV was updated in Spring 2024, but it's the pre-facelift 2016-2024-era Dispatch we concentrate on here.
We can't help thinking that many will find this third generation Dispatch model to be more appealingly styled than its various design stablemates, more friendly and less aggressive than a Peugeot Expert, more distinctive than a Toyota Proace. Visually, it's sized correctly in MK3 form too. Previous generation versions never looked quite big enough for the role they were supposed to have been designed for, but this MK3 model was different. In place of its predecessor's elongated nose, it got a short, high bonnet and compact overhangs that provided for a more powerful streetside presence that feels properly substantial, with a rugged, workmanlike appeal. In the cab, as usual in a mid-sized van from this segment, your position is high and commanding and the driver is properly looked after with height and lumbar adjustment, along with an armrest. Look around and you'll find an interior that's pretty well built but one which can feel a little sober with all its dark greys and blacks. More of an issue though, lies with the front A-pillars: they're rather thick, so you have to peer around them occasionally when pulling out of tighter junctions. Otherwise, there's very little to criticise. On the previous model, the handbrake lever was awkwardly positioned between the driver's seat and the door, but thankfully with this MK3 model it was moved to a more conventional position between the seats. Four large air vents help keep the cab cool and through the smart three-spoke wheel, you view two clearly-presented dials separated by an information display screen. Fitted as standard was the dual front passenger bench that most users will want. The middle-seated person will obviously be slightly restricted in terms of stretch-out space, but because the gearstick has been taken from its conventional position on the floor and mounted in an extended section of the lower dash, an adult could cope here, provided the journey in question wasn't too long. There's less restriction if you opt for an automatic model because there, the gearstick is mounted off the steering wheel. Avoid a Dispatch with entry-level trim and as standard, this bench comes in so-called 'Moduwork' configurable form. That enables it to be raised to accommodate bulky items pushed through a provided hatch from the cargo area. Or, if you want to use your Dispatch as a mobile office, the backrest of the middle seat can be folded forward to create a desk that'll be an ideal position for your laptop when you stop between deliveries to check up on your emails. Another key cabin feature you get if you're able to avoid entry-level trim is the centrally-positioned 7-inch 'Citroen Connect' colour touchscreen. It includes a 'Mirror Screen' feature, so you can duplicate your smartphone's display onto the monitor via either the 'Apple CarPlay' or the 'MirrorLink' 'Android Auto' systems. What about the cargo area? There was an initial super-small XS short body style - but that was quickly discontinued. The standard 'L1' body shape offers a 5.3m3 cargo capacity and 2,512mm of floor length. Go for the lengthier 'L2' body style and you're looking at 6.1m3 and 2,862mm of floor length. The height from floor to ceiling is set at 1,397mm for all variants. Another stat that all MK3 Dispatch models share is the 1,628mm load area width, which narrows to 1,258mm between the wheel arches. Don't make your decision between these two body shapes until you've taken into account the potential extra capacity that can be freed up by the optional 'Moduwork' load-through bulkhead, should your chosen Dispatch have it. Whichever body style you choose, this can add a useful 1,162mm to the overall loading length and 0.5m3 to the overall carriage capacity You'll need to know about payloads, which of course will vary according to your choice of engine, body style and, most significantly, Gross Vehicle Weight, which starts from 2695kg for the 1.5 diesel, is from 3,100kg for the 2.0-litre diesel and from 3,025kgs for the e-Dispatch. There's a broad spread of payloads. The base 1.5-litre models can take only 1,109kgs, so you might want to stretch to the 2.0-litre diesel, which can take up to 1,446kg in 145hp form. With the e-Dispatch, the 50kWh battery version can take up to 1,226kgs, but the 75kWh battery model, the one most will want, is limited to one-tonne. So, we've established that this Dispatch is a very practical proposition, but what about its running costs, claimed by Citroen to be very difficult to beat in this class? You'd expect this model's relatively light weight and its efficient Stellantis Group-sourced 'Euro 6d TEMP 6.2-series' engines to pay dividends here - which is how it pans out. For the most efficient possible figures, you'll need the 1.5-litre engine, which in both 100PS and 120PS forms manages up to 43.5mpg on the WLTP combined cycle and 170km of CO2. You might actually get better real-world efficiency from the base 145PS version of the 2.0-litre diesel unit, because it'll handle higher payloads so much more easily. The official WLTP figures don't necessarily reflect that, suggesting that the base 2.0-litre model can manage up to 38.7mpg and up to 190g/km of CO2.
Please contact us for an exact up-to-date valuation.
We've heard of various issues with this MK3 Dispatch. With the diesel, some owners have had problems with the fuel injectors, leading to reduced engine performance. There have also been reports of timing chain issues and manual gearbox problems like slipping clutches or difficult gear engagement. Worn shock absorbers and potential Diesel Particulate Filter blockages are relative common. And look out for electric faults like alternator failure or battery drain. We've heard of radiator issues causing engine over-heating; corrosion issues on older models; and exhaust system problems like a noisy muffler. There are no major issues reported with the electric e-Dispatch, but do a thorough full charge to check the system through. These vans are pretty tough, but there are a few things you'll need to look out for. It's the usual advice with large LCVs to buy on condition rather than year and look for a van that has tended to have performed lightweight delivery duties rather than consistently butting up against its payload limits. Make sure that all the connectivity works properly - Bluetooth-linking and so on. Check for load bay scuffs and scratches. And insist on a fully stamped-up service history.
(approx based on a Dispatch 1.5 Turbo D 120hp - 2022) Air filters are around £8-£40. Oil filters are around £6-£13. Front brake pads are around £28-£111 - it's £33-£51 for a set of rear pads. A pair of front brake discs cost in the £41-£60 bracket. A pair of rear brake discs are typically in the £27-£53 bracket. Wiper blades are around £6-£20. A headlight is in the £256-£308 bracket.
So what's it like on the move? Well, from behind the wheel, the commandingly high driving position gives you a good view out across the bonnet which makes this Dispatch easy to place in tight urban situations. Light steering and a relatively tight turning circle contribute here too. Under the skin, this Dispatch's 'EMP2' family car platform has considerably improved its driving dynamics, this mid-sized LCV now able to ride over poor road surfaces with a calm and composure that most rivals can't match. Helping in this regard is a suspension design using adaptive shock absorbers that provide excellent control, no matter how much weight is on-board. At higher speeds, you get some wind and road noise but through the bends, the handling is surprisingly stable and there's plenty of grip. Under the bonnet, there's a choice of five BlueHDi diesel engines, with customers choosing from a range of efficient 1.6 or 2.0-litre BlueHDi units. Go for the 1.6 and there's a choice of 95 or 115bhp outputs, the former with the option of 'ETG6' clutch-less transmission. We'd be tempted though, by the extra torque for the 2.0-litre engines, all able to tow up to 2.5-tonnes. We'd recommend the 120bhp unit. There's also a 150bhp variant and a flagship 180bhp model that must be had with EAT6 auto transmission. The new-era alternative, as we've said, is the all-electric E-Dispatch, offered with a choice of either 50kWh or 75kWh battery sizes. You'll almost certainly want the larger battery as with that, driving range rises from 142 to 205 miles. There are three driving modes ('Eco', 'Normal' and 'Sport') plus a brake regen setting on the single-speed auto gearbox. A 100kW rapid-charge to 80% takes 32 minutes for the smaller battery and 45 minutes for the larger one. From a 7kW wallbox, the respective charge times are seven or eleven hours. With both diesel and EV powertrains, ride and handling meet the class standard and this LCV's easy to use around town.
This MK3 Dispatch was easily the most credible mid-sized van Citroen had ever brought us and much of the reason why lies with the light, stiff 'EMP2' platform it sits upon. This is more sophisticated than the cruder underpinnings that most rivals from this period used, so can support cutting-edge electronics, at the same time as allowing this Citroen to deliver a more absorbent standard of ride. As for problems with this LCV, well there aren't too many and they tend to be things that may not bother many potential company buyers very much. Otherwise, this Dispatch's main issue probably lies in the fact that much the same package at much the same price is available with Peugeot, Vauxhall, Fiat and Toyota badges. This model's advantage over these design stablemates probably lies less in product design and more in after-sales service. Citroen has been a major player in the LCV industry for longer than its brand cousins, which is why the brand has a large and more experienced 'Citroen Business Centre' dealer network. In short, it's a package that should get the job done. Which of course, is what owning a van should be all about.
Data provided by CAP-HPI database - Ref# 48680
By Jonathan Crouch
Want to know just how far mid-sized vans have come in the last few years? You'll get a real feel for that at the wheel of this one. Citroen's third generation Dispatch is comfortable to drive, practical to use and supremely efficient to run, plus offers some clever equipment options. Your right hand van? Quite possibly. Let's check the 2016-2024-era versions of this MK3 model out as a used buy.
Medium-sized van (1.5, 2.0 diesel/Full-Electric)
Citroen is a major player in the UK van market, but in recent years, the brand has primarily been known in commercial circles for either fairly small vans or very large ones. Launched in 2016, this third generation Dispatch model was a mid-sized design that aimed to change things in that regard. This MK3 model was produced as part of a design collaboration that claimed to have brought us what its makers reckoned was the only model in this class that was really new from the ground up. They were referring to the fact that back in 2016, if you looked beneath the skin of direct segment rivals like Renault's Trafic, Ford's Transit Custom and Volkswagen's Transporter, you'd have found that structurally, all borrowed from an awful lot of older generation technology. In contrast, this Dispatch model, like its initial design stablemates the Peugeot Expert and the Toyota Proace, was built around the then-PSA Group's lighter, stiffer and more modern 'EMP2' 'Efficient Modular Platform'. We were told at launch that we'd be able to feel the difference that made on the road and it was certainly evidenced on the spec sheet, with a kerb weight that saw this design weigh up to 150kgs less than its predecessor and up to 300kgs less than some of its direct rivals. It all sounded quite promising, especially since the proposition was backed up by safety technology, media connectivity and running cost returns that seemed difficult to beat. The resulting recipe though, would still be of limited interest to likely business buyers if this Dispatch couldn't match its competitors in terms of the size and weight of the cargo it could carry. Operators with longer memories might remember that the original MK1 Dispatch model of 1995 struggled in this regard, sized rather awkwardly between the compact and mid-sized van segments. The second generation version of 2006 was much better though, progress further underlined at the launch of this MK3 model in 2016 by its class-leading maximum payload capability of around 1.4-tonnes. This LCV was updated in Spring 2024, but it's the pre-facelift 2016-2024-era Dispatch we concentrate on here.
We can't help thinking that many will find this third generation Dispatch model to be more appealingly styled than its various design stablemates, more friendly and less aggressive than a Peugeot Expert, more distinctive than a Toyota Proace. Visually, it's sized correctly in MK3 form too. Previous generation versions never looked quite big enough for the role they were supposed to have been designed for, but this MK3 model was different. In place of its predecessor's elongated nose, it got a short, high bonnet and compact overhangs that provided for a more powerful streetside presence that feels properly substantial, with a rugged, workmanlike appeal. In the cab, as usual in a mid-sized van from this segment, your position is high and commanding and the driver is properly looked after with height and lumbar adjustment, along with an armrest. Look around and you'll find an interior that's pretty well built but one which can feel a little sober with all its dark greys and blacks. More of an issue though, lies with the front A-pillars: they're rather thick, so you have to peer around them occasionally when pulling out of tighter junctions. Otherwise, there's very little to criticise. On the previous model, the handbrake lever was awkwardly positioned between the driver's seat and the door, but thankfully with this MK3 model it was moved to a more conventional position between the seats. Four large air vents help keep the cab cool and through the smart three-spoke wheel, you view two clearly-presented dials separated by an information display screen. Fitted as standard was the dual front passenger bench that most users will want. The middle-seated person will obviously be slightly restricted in terms of stretch-out space, but because the gearstick has been taken from its conventional position on the floor and mounted in an extended section of the lower dash, an adult could cope here, provided the journey in question wasn't too long. There's less restriction if you opt for an automatic model because there, the gearstick is mounted off the steering wheel. Avoid a Dispatch with entry-level trim and as standard, this bench comes in so-called 'Moduwork' configurable form. That enables it to be raised to accommodate bulky items pushed through a provided hatch from the cargo area. Or, if you want to use your Dispatch as a mobile office, the backrest of the middle seat can be folded forward to create a desk that'll be an ideal position for your laptop when you stop between deliveries to check up on your emails. Another key cabin feature you get if you're able to avoid entry-level trim is the centrally-positioned 7-inch 'Citroen Connect' colour touchscreen. It includes a 'Mirror Screen' feature, so you can duplicate your smartphone's display onto the monitor via either the 'Apple CarPlay' or the 'MirrorLink' 'Android Auto' systems. What about the cargo area? There was an initial super-small XS short body style - but that was quickly discontinued. The standard 'L1' body shape offers a 5.3m3 cargo capacity and 2,512mm of floor length. Go for the lengthier 'L2' body style and you're looking at 6.1m3 and 2,862mm of floor length. The height from floor to ceiling is set at 1,397mm for all variants. Another stat that all MK3 Dispatch models share is the 1,628mm load area width, which narrows to 1,258mm between the wheel arches. Don't make your decision between these two body shapes until you've taken into account the potential extra capacity that can be freed up by the optional 'Moduwork' load-through bulkhead, should your chosen Dispatch have it. Whichever body style you choose, this can add a useful 1,162mm to the overall loading length and 0.5m3 to the overall carriage capacity You'll need to know about payloads, which of course will vary according to your choice of engine, body style and, most significantly, Gross Vehicle Weight, which starts from 2695kg for the 1.5 diesel, is from 3,100kg for the 2.0-litre diesel and from 3,025kgs for the e-Dispatch. There's a broad spread of payloads. The base 1.5-litre models can take only 1,109kgs, so you might want to stretch to the 2.0-litre diesel, which can take up to 1,446kg in 145hp form. With the e-Dispatch, the 50kWh battery version can take up to 1,226kgs, but the 75kWh battery model, the one most will want, is limited to one-tonne. So, we've established that this Dispatch is a very practical proposition, but what about its running costs, claimed by Citroen to be very difficult to beat in this class? You'd expect this model's relatively light weight and its efficient Stellantis Group-sourced 'Euro 6d TEMP 6.2-series' engines to pay dividends here - which is how it pans out. For the most efficient possible figures, you'll need the 1.5-litre engine, which in both 100PS and 120PS forms manages up to 43.5mpg on the WLTP combined cycle and 170km of CO2. You might actually get better real-world efficiency from the base 145PS version of the 2.0-litre diesel unit, because it'll handle higher payloads so much more easily. The official WLTP figures don't necessarily reflect that, suggesting that the base 2.0-litre model can manage up to 38.7mpg and up to 190g/km of CO2.
Please contact us for an exact up-to-date valuation.
We've heard of various issues with this MK3 Dispatch. With the diesel, some owners have had problems with the fuel injectors, leading to reduced engine performance. There have also been reports of timing chain issues and manual gearbox problems like slipping clutches or difficult gear engagement. Worn shock absorbers and potential Diesel Particulate Filter blockages are relative common. And look out for electric faults like alternator failure or battery drain. We've heard of radiator issues causing engine over-heating; corrosion issues on older models; and exhaust system problems like a noisy muffler. There are no major issues reported with the electric e-Dispatch, but do a thorough full charge to check the system through. These vans are pretty tough, but there are a few things you'll need to look out for. It's the usual advice with large LCVs to buy on condition rather than year and look for a van that has tended to have performed lightweight delivery duties rather than consistently butting up against its payload limits. Make sure that all the connectivity works properly - Bluetooth-linking and so on. Check for load bay scuffs and scratches. And insist on a fully stamped-up service history.
(approx based on a Dispatch 1.5 Turbo D 120hp - 2022) Air filters are around £8-£40. Oil filters are around £6-£13. Front brake pads are around £28-£111 - it's £33-£51 for a set of rear pads. A pair of front brake discs cost in the £41-£60 bracket. A pair of rear brake discs are typically in the £27-£53 bracket. Wiper blades are around £6-£20. A headlight is in the £256-£308 bracket.
So what's it like on the move? Well, from behind the wheel, the commandingly high driving position gives you a good view out across the bonnet which makes this Dispatch easy to place in tight urban situations. Light steering and a relatively tight turning circle contribute here too. Under the skin, this Dispatch's 'EMP2' family car platform has considerably improved its driving dynamics, this mid-sized LCV now able to ride over poor road surfaces with a calm and composure that most rivals can't match. Helping in this regard is a suspension design using adaptive shock absorbers that provide excellent control, no matter how much weight is on-board. At higher speeds, you get some wind and road noise but through the bends, the handling is surprisingly stable and there's plenty of grip. Under the bonnet, there's a choice of five BlueHDi diesel engines, with customers choosing from a range of efficient 1.6 or 2.0-litre BlueHDi units. Go for the 1.6 and there's a choice of 95 or 115bhp outputs, the former with the option of 'ETG6' clutch-less transmission. We'd be tempted though, by the extra torque for the 2.0-litre engines, all able to tow up to 2.5-tonnes. We'd recommend the 120bhp unit. There's also a 150bhp variant and a flagship 180bhp model that must be had with EAT6 auto transmission. The new-era alternative, as we've said, is the all-electric E-Dispatch, offered with a choice of either 50kWh or 75kWh battery sizes. You'll almost certainly want the larger battery as with that, driving range rises from 142 to 205 miles. There are three driving modes ('Eco', 'Normal' and 'Sport') plus a brake regen setting on the single-speed auto gearbox. A 100kW rapid-charge to 80% takes 32 minutes for the smaller battery and 45 minutes for the larger one. From a 7kW wallbox, the respective charge times are seven or eleven hours. With both diesel and EV powertrains, ride and handling meet the class standard and this LCV's easy to use around town.
This MK3 Dispatch was easily the most credible mid-sized van Citroen had ever brought us and much of the reason why lies with the light, stiff 'EMP2' platform it sits upon. This is more sophisticated than the cruder underpinnings that most rivals from this period used, so can support cutting-edge electronics, at the same time as allowing this Citroen to deliver a more absorbent standard of ride. As for problems with this LCV, well there aren't too many and they tend to be things that may not bother many potential company buyers very much. Otherwise, this Dispatch's main issue probably lies in the fact that much the same package at much the same price is available with Peugeot, Vauxhall, Fiat and Toyota badges. This model's advantage over these design stablemates probably lies less in product design and more in after-sales service. Citroen has been a major player in the LCV industry for longer than its brand cousins, which is why the brand has a large and more experienced 'Citroen Business Centre' dealer network. In short, it's a package that should get the job done. Which of course, is what owning a van should be all about.
